Combined heating and cooling apparatus



March 3, 1936. H. F. HAGEN ET AL I 2,033,069

' COMBINED HEATING AND COOLING APPARATUS Filed July 5, 1934 5Sheets-Sheet 1 INVENTORS fiAEOLDE HAsE/v BY EL M. ANDERSON ATTORNEYMarch 3, 1936. H. F. HAG EN El" AL 2,033,069

COMBINED HEATING COOLING APPARATUS I 'Fil ed July 5, 1954 :5 Shets-Sheet2 DUUBU 'U U m in E] i 1 INVENTORS 664E010 f HAGE/v BY'5AMUEL M ANDERSONATTORNEY March 3, 1936. H. F. HAGEN ET AL COMBINED HEATING AND COOLINGAPPARATUS Filed July 5, 1934 5 Sheets-Sheet 3 0 MM% s 065 v M w EH QR Wim MJM LL Patented Mar. 3, 1936 UNITED STATES PATENT OFFICE COMBINEDHEATING AND COOLING APPARATUS Harold F. Hagen, Dedham, and Samuel M.Anderson, Sharon, Mass., asslgnors to B. F. Sturtevant Company, 1110.,Boston, Mass.

Application July 5, 1934, Serial No. 733,734

2 Claims.

ing and cooling air which is circulated through railway passenger cars.

It is now becoming well known that human comfort requires that the airwithin an enclosure should be not only circulated to provide sufllcientventilation, but should in winter be warmed, with moisture added tomaintain the proper relative humidity and in summer should be cooled,and moisture extracted from it to overcome the excessive humidity whichis usually present.

While the conditioningof air for motion picture theaters, hotel, officeand industrial buildings has been developed to a high degree in recentyears, the air conditioning of vehicles, and particularly railway cars,has been more or less neglected, due, perhaps, to the peculiar problemsinvolved and the many difficulties present. Among the dimculties whichpresent themselves are the lack of space in a railway car, which alreadyof necessity has had to accommodate the maximum. of equipment in theminimum of space, the excessive refrigeration equipment which would haveto be carried if\the ordinary method of conditioning buildings werefollowed, the changing temperature conditions through which a railwaycar must pass, the cost of the equip-; ment, and other dimculties.

While there have been several methods proposed for the distribution ofconditioned air in railway passenger cars, most railway managementsprefer the use of longitudinal distribution ducts. Ordinarily the airconditioning apparatus is mounted in one end and in the roof zone of thecar, longitudinal supply ducts extend down along the side of the, carand overhead the passenger space, and are provided with a small numberof spaced outlets through which the conditioned air is blown. 4

The difficulties with this arrangement in the past have been two-fold,namely, distribution and drafts. When the relatively few openings weremade of sufficient size to permit a low outflow velocity, distributionwas almost entirely uncontrolled and resulted in unequal delivery fromthe various openings. When these openings were made small enough to damback the air flow, pro-' duclng a static pressure in the duct, thevelocities from the openings were too high and produced unpleasantdrafts.

' To secure both good distribution and low velocities in the finaldischarge, the outflow of the conditioned air is controlled, according:to this invention, in two steps, by having a small distributing outletfrom the main duct through which the air flows at high velocities. Itthen strikes a distributing baflle and flows at substantially anydesired velocity through its final opening into the car. This isaccomplished by providing in addition to a main duct, a smalldistributing outlet or auxiliary duct. The conditioned air is-'built upunder static pressure in the main duct and flows at high velocity intothe auxiliary duct, where it strikes a distributing baflle and thenflows at a low or substantially any desired velocity into the passengerspace of the car.

According to another feature of the invention the recirculated air drawninto the air conditioning unit for reconditioning may be indrawn fromeither the roof zone or, the floor zone. 4 In summer, the recirculatedair is drawn into the conditioning unit from the roof zone, and, inwinter, is drawn into the unit from the floor zone. By indrawing the airfrom the floor line in winter and discharging it in the'roof zone, apositive circulation is obtained which has not been done before, andwhich is highly desirable. In summer, when air is cooled, therecirculated air can be withdrawn from the roof zone and-the coldAnother object of the invention is to supply cold air in summer withoutdrafts and warm air in winter with adequate circulation.

Other objects of the invention'will be apparent from the followingdescription taken together with the drawings,

The invention will now be described with reference to the drawings, ofwhich: i

Fig. 1 is a horizontal, sectional view of the air I conditioningapparatus and a portion of the supply duct mounted in the railway carshown by i Figsf3 and4; 1

Fig. 2 is a vertical section through the appa -ratus'shown by Fig. 1;

Fig. 3 is an elevation of a railway passenger car equipped according tothis invention;

Fig. 4 isv a planview, with the roof removed, of

the apparatus contained in the car shown by Fig. 3;

Fig. 5 is a transverse section of the central air duct shown by Fig. 4;

Fig. 6 is a sectional view through another type of air duct which may beused according to this invention, and

Fig. 7 is a sectional view showing the discharge portion of the duct ofFig. 6 modified slightly.

The railway passenger car of Figs. 3 and 4 has the air conditioningunit, indicated generally by lil, mounted in one end and in the roofzone of the car. The air may be discharged through the central supplyduct II or the two longitudinal ducts i2, arranged one along each sideof the car and indicated by the dash-dot lines of Fig. 4.,

The details of the apparatus of Figs. 3 and 4 are shown by Figs. 1 and2. The apparatus is seen to comprise the blower l3, which indraws freshand recirculated air into the air conditioning unit I0, passes it overthe heater or cooler coils within the unit, and discharges it throughthe supply ducts. The fan or blower l3 may be driven by the electricmotor M, which may be energized from a storage battery mounted on thecar and/or from an axle-driven generator.

The extended surface cooling coils l5 are provided for cooling the airpassing, in hot weather, through the unit, and may be supplied with icewater from an ice system, with brine from a secondary refrigerationsystem, or refrigerant such as freon, may be expanded directly in thecoils, used as evaporator coils. The steam coils l6 are provided forheating the air in winter, and a steam humidifier, or drip humidifier,may be associated with the steam coils to add moisture to the heated airwhen desired. The recirculated air enters the unit l0 and passes throughthe channel II, which is arranged beneath the heat- -1ng coils l6,cooling coils l5, and blower I3. The removable filters l8 are arrangedto the rear of the heat exchange coils for filtering the air to beconditioned.

The recirculated air intak to the unit It opens into the air supply ductl9, w ch has a recirculated air inlet 20 at the floor line of the car,and the recirculated air inlet 2| in the root zone oi. the car. Thedamper 22 may be adjusted manually or thermostatically to close 011 therecirculated air inlet 2| and open the recirculated air inlet in summer,or to close off the recirculated air inlet 20 and open the recirculatedair inlet 2| in winter, thus allowing air tobe drawn from the floor lineor roof zone, as required for the most advantageous circulation ofconditioned air.

As indicated by Fig. 4, a single central air duct l I may be used, ortwo air ducts l2, one arranged adjacent each of the longitudinal sidesof the car, may be used. Fig. 5 is a cross section through the centralduct II and illustrates one embodiment of an air duct, according to thisinvention, in which an equal static pressure is maintained throughoutthe length of the duct. The conditioned air from the unit is blown underpressure into the upper portion 23 of the duct. Dividing the upperportion 23 from the lower portion 2!, is the dividing wall 25, in whichare arranged the three small slits 26, which extend the length of theduct. A plate perforated with round or rectangular holes may also beused. These 'slits are preferably not more than 5; inch in width. Inoperation, a static pressure of approximately 0.2 inch of water extendsin the area 23, the entire length of the duct. The-air under staticprS-' sure passes out through the small openings 26 and is convertedfrom static to velocity energy. A static air pressure is again built upin the lower area 24, and the air is discharged from the dischargeopenings 2| under static pressure and at a desirable low velocity. Theopenings 21 are horizontal slits extending the entire length of theduct, or, if desired, of course, may be of any desired length and may bespaced longitudinally or crosswise of the duct. With this arrangement,the conditioned air is discharged under equal pressure and with equalvelocity at both ends of the duct. 7

Figs. 6 and 7 illustrate theinvention for equal air distribution appliedto pairs of ducts extending along the longitudinal sides of the car. Theconditioned air from the unit is discharged under pressure into the area28 of the longitudinal duct I2. The vertical side of the duct isprovided with the small slit 29, which, in this embodiment, extends thelength of the duct and, as stated in connection with the discussion ofFig. 5, the width of inch has been found suitable under actual operatingconditions. The slit 29 discharges into the area 30, arranged to oneside of the duct l2, and this area 30 is provided with the dischargeoutlet 3|. In operation, a static pressure of approximately 0.2 inch ofwater is built up in the area 28 all the way to the end 01' the duct.This static pressure is converted into velocity energy on passage of theair through the slit 29 into the area 30. In the area 30, a lower staticpressure is again built up, and the static pressure, on dischargingthrough the discharge outlets 3 I, is converted again into velocityenergy, and the air passes out into the car at low velocity.

Fig. '7 illustrates a modification of the arrangement of Fig.6,utilizing the ordinary car lighting fixtures for the discharge of airfrom the pair of longitudinal supply ducts. To the rear of the electriclight bulb 32 of Fig. 6 is arranged the conduit 33, which receives andsupports the socket of the bulb 32. This conduit may be provided with anarrow slit through which the air under static pressure in the area 28passes, and the area 35, within the conduit 33, may correspond to thearea 30 associated (Fig. 6) with the duct l2. Arranged around the socket36 of each bulb 32 is the opening 31 which corresponds to the dischargeopening 3| of Fig. 6. In operation, the static pressure is convertedinto velocity energy on passage through the slit 34; is partiallyconverted again into static pressure on passage of the air into thespace 35;. converted again into velocity energy in the space 31, and isdischarged at low velocity on passage into the car.

With the arrangements illustrated by Figs. 6 and 7, pairs of ducts areused and the air is discharged from one duct towards the opposite duct,the streams of low velocity air discharged of said car, means forconditioning the air passing through said unit, a relatively largelongitudinal duct connecting with the discharge side of said unit, anauxiliary duct associated with said relatively large duct and receivingair therefrom, means for enabling the buliding up a substantial staticpressure in said relatively large duct and for discharging the airtherefrom at high velocity into said auxiliary duct, a plurality ofelectric lightbulb receptacles extending through said auxiliary ductinto said car,and

means for discharging the air from said auxiliaryduct into said cararound said receptacles.

2. Air conditioning apparatus for a railway passenger car comprising anair conditioning unit mounted in one end and in the root zone of saidcar, means in said unit for chilling, dehumidifying air in anddischarging air therefrom, a distributing duct connecting with thedischarge side of said unit, a plurality of spaced electric lightfixtures containing light bulbs, and means for discharging the air fromsaid duct into said car through openings adiacent said fixtures wherebythe discharged air, prior to entrance into the passenger space or saidcar, passes over and around said bulbs.

HAROLD F. HAGEN.

SAMUEL M. ANDERSON.

